Electric signaling apparatus.



No. 832,153.' PATENTED 0017.2, 1906.

c. J. ONEILL. ELECTRIC SIGNALING APPARATUS.

PPLIGLTIOH FILED FEB. 4. 1906.

2 slums-SHEET 1.

hr m Ea I .[/wenf'r @MWQU No. 832,153. l PATENTED OCT. 21 1906. U. J. ONEILL.

ELECTRIC' SIGNALING APPARATUS.

APPLICATION IILBD FEB. 4. 190,5.

2 SHEETS-SHEET 2.

772566.19665.. 1 Y ,IJ-wercl'z? 'tion of track may be a rail of a track-section a time.

UNITED STATES PATEN T OFFICE.

CHARLES J. ONEILL, OF VASHINGTON, DISTRICT OF COLUMBIA.

ELECTRIC SIGN'LING APPARATUS.

Patented Oct. 2, 1906.

Application leil February 4, 1905. Serial No. 244,215.

To all whom it may concern:

Beit known that I, CHARLES J. ONEILL, a citizen of the United States, residing at Vashington, in the District of Columbia, have invented certain new and useful Improvements in Electric Signaling Apparatus; and I do hereby declare the following to be a full, clear, and exact description of the invention, such as will enable others skilled in the art to which it appertains to make and use the same.

The invention relates to electric signaling apparatus for railways, and has for its object to provide a simple and efficient car or train actuated mechanisinfor operating thecontrolling-switches of electric signaling systems, and is more especially intended for use in connection with electrical signaling systems of the class described and claimed in the patent to John L. Wrenn, granted August 11, 1903,N0. 756,050.

To this end the invention comprises electrically-operated signals at each end of a track-section to be guarded, a controllingswitch at each station or section end, each of which switches controls the signals at both stations, and mechanism operated by a nassing car or train to actuate the controllingswitches, said mechanism including means to -prevent the operation of a given switch more than once during the passage of a single c ar or train. f

In the accompanying drawings, Figure 1 is a diagrammatic representation of the inventionhas ap lied to one section of track. Fig. 2 is a vertical section of a controlling-switch and the actuating mechanism therefor. Fig. 3 is an enlarged iront view of a controllingswitch and its operating mechanism. Fig. 4 is a plan view of'a form of track device emloyed in connection with the switch-operating means. v

Referring to the drawings, A indicates one to be guarded by the signals displa Yed at each end of said section. It is to be un erstood, of course, that the sec portion of the main line of either a single or double tracked road and that each section may constitute a block upon which but one train is allowed at In a single-track road the blocks may be located between sidizigs or turnouts, or, if the road has double or multiple tracks, each track may be blocked by appropriate signal-stations at each section end, as ,wi e understood by persons skilled in the art.

B indicates the main conducting-wire, which runs along the right of way and su plies the necessary cin'rent for operating t ie signals. At each block terminal or signalstation the main line wire B is tapped by a branch nire or lead 3 4, which is connected to the controlling-switch located at the respective stations. Each of said switches is preferably constructed as described in the patent above referred to; but it is to be understood that the invention is not limited to the articular form of switch shown therein, as t e said invention is capable of successful application to many other types of controlling-switches which are adapted to be moved to different positions by a car or train to opcrate the signals. ings and described in the patent aforesaid, each'switch comprises an insulating basepiece by which it may be secured upon a. suitable support beside the track or right of way, and aswitch-blade t, pivoted at its middie and having contact pieces or brushes at its ends adapted to coperatewith six fixed contacts which are so disposed with respectto -the blade that four of said contacts are engaged by the contact pieces or brushes for each position of the blade. The several fixed contacts are connected to the various circuits as in the Wrenn patentthat is to say, beginning with Athe left-hand station branch wire 4 is connected to contacts m and o, respectively, contacts nand p are connected to a common return, preferably the track- As shown in the drawrails or a ground-return, and contacts h and fi are connected to two line-circuits 1 and 2, re-

spectively, which terminate in the corresponding contacts h i', respectively, on the switch at the other end' of theblock or secltion. On the latter switch contacts o' are connected by branch wire 3 'with fee -wire B, and contacts m n are connected to the common-return circuit. Line-wire 1 serves to operate thel danger-signals, and correspondi ly line-wire 2 operates the clear safety-signals, ably consists of banks of red and white lights, respectively, located at both ends of the block or section, although said signals may comprise any other type of indicating device suitable for railroad-signaling or a combination of any such other device with the lamps aforesaid.

As above described, the signal system operates to display distinctive signals at both stations or block terminals at all times.

each of which signals prefer- IIO g l 'esame Then no train or car is on the block, a clear or safety signal is displayed, and if a train enters the block from either end and the corres ending switch is thrown a danger-signal is switches occupies, and 'the section will be indicatcdas clear or blocked at each end under all conditions of operation. Such a system has heretofore been dependent upon manual operation, which fact has rendered it incapable of use on roads having no block attendants or roads operating fast trains or cars,

. for operating the signals, and while the saidl level of the lower edge of said slot.

g cillating the yokeis provi which would .not admit of stopping to allow some member of the crew to operate the signals at each block-station. It is the purpose of this invention to provide automatic means automatic operating means inds a ready adaptation to this specific system it is found that saidoperating means is capable of a plication to other signaling systems. T e o erat-ing mechanism is the same for all of tie switches, and the description of one of said mechanisms will apply to all'of the others, considering that at the station at` the left-hand end of the block or section, loosely journaled upon the shaft a. of the switch-blade b, is an arc-shaped yoke c, hav- 'ing a longitudinal slot e, terminating at each end in an enlarged recess d below the'general Pivotally mounted uponthc upper middle edge of said yoke is one end of a rod, which is slidably corrected at its other end to a swiveled eye on the end of a lever j, fast to the shaft a of the switch-blade b, said rod serving as a guide for a helical kick-spring f, which is conined under compression on said rod` between its point of attachment to the oke .and the swiveled eye on lever j. A u l-rod g for osdedfor this purpose with a pin r mits end, which pin engages the slet e in said yoke. Rod is connected by a suitable pin to a link s which in turn is connected by a pin t and slot v to a link w, which is normally held in its upper position by a s ring w. The link wis connected to a suita le track instrument or device in nsuch manner that a downward pull is imparted to said link upon the passage of a car or train over said trac device. A simple track device that has been found highly efficient in practical o eration consists of a bar z', having out= war '-fiarin ends mounted inside one of the track-rails in chairsz on the cross=tles` and heldin close 'enggement with the rail by stout helicalsprings confined between the bar z and the backlopi the chairs. A bellerank lever y, mounted on the end of a crosstie opposite the middle of the bar e', is connected to the latter by a rod 2 and vto the link w by a link az. The wheels of a car or train passing between the rail A and the bar z of the track device will force said bar awayfrom the rail a distance e ual to the thickness of the wheel-flanges, an thereby rock the bellcrank and pull the link w downward.

Assume that the parts of the apparatus occupy the relative positions shown in full lines in the drawino's, wi th pin 1' occupying the depression d in the upper end of slot e of yoke. c,

which incidentally establishes a danger-signal.

When, however', the bar e is moved outwardly by a wheel-flange, the downward movement of link 'w imparts a'correspo`nding movement to link s and pullrod g, thereby causing pin r to exert a downward ull on the up er end of yoke c and rock the atter on the s iaft a untii the o tposite end of said yoke is elevated. As the tick-spring f 4passes the lane of the longitudinal axes ol' switch-biet e b and lever j said spring, the compression of which has been greatly increased, reacts on the end of lever j and kicks the latter quickly into its opnosite position, thereby moving the switch-clade into engagement with the opposite set of contact.- and closing the opposite circuit to change th signal. This kicking actio'npf spring al serves to break the circuits at thel switc i-t-fminals with exceeding rapidity, thereby i 'eventing the formation of arcs when highnsion currents are employed. Springs Zani: ich or spring w alone, iflinks w and s are mai le 1ntegral, as may be done under certain cnditions, serve to lift said links and ull-rod il as soon as bar 2 is released by t 1e wheellanves. As rod q moves upward pin r rides up txhe slot e and drops into the depression d at the upper end of said slot, and the switch is ready to be thrown to its opposite position to again change the signals.

. It is to be noted that unless especial pro- :lon

vision were made to prevent such an occurrence the switch wou d be operated by each wheel passing over bar z as the latter would sprin back after it was freed by each wheel, t slot e, and the succeeding wheels would each move said bar outward and the pin 1' downward to operate the switch and change the signal for each wheel engaging the track dcvice. It is evident that by making the length of the bar z' greater than-the distance between any successive Pair of wheels on a car or train thc said bar would be operated by the leading wheel only, as the next sucseeding wheel-flange would pass between said bal' and the rail before the preceding Hangs had 'cleared the bar, the latter would be held in its outer position until the car or ttnin had passed over it, and the si nal-controlling switch would be operated ut. once,

ere y permittingathe pin to bc raised in the A however long the train might be. Sucha however, will be operated by each wheel engaging the sanie,a.nd in order to prevent the switch being operated by any other than the leading wheel of a car or train the timing mechanism illust ated in the drawing is employed. Said tii iing mechanism 'consists of a dash-pot. k, fastened to the base ofthe switch and having its piston-rod connected to link s, so that as the latter is drawn downward to throw the switch the piston of thel dash-pot is moved outward, permitting the cylinder behind it to fill with air. The upward pull of spring Z to return link s isresisted by the air-cushion in the dash-pot, and as the air can only escape by way of a small leak-valve in the top of the cylinder the re turn of the link s and 'pull-rod g may be ren? dered as slow as desirei'i. By niakingthe leakvalve adjustable thc actual time required for spring l to return the links and rod q may be varied at will. As pin i' has 4to engage-'the recess d in the upper end of the slot e. in yoke c before the latter can be moved, it will be'seeri that the rod q and its connection may move freely up and down in the slot e below the d'epression ll without throwing the yoke. 'The pin-and-slot connection between the links .s and w, however, permits the lower link w and the track instrument to vibrate between their extreme positions in response to the passage of the several wheels wit-houtaffecting the link s and pull-rod g, which have been pulled down by the passage of the first wheel over bar z and are hcldin suchposition by the dash-pot k. After the car or train has passed spring Z gradually overcomes the rctarding action of the dash-pot, and the mechanisin is returned to normal position to actuate the switch when a succeeding trainv or-car asses. p

That I claim is- Y l. In an electric signaling' apparatus for railways, a circuit-controlling switch movable to different positions to operate distinctive signals, and mechanism operable byA separate cars or trains to move said switch to successivo positions, said mechanism' comprising means to prevent said switch being actuated by sur-ct.- `Ive cars of a single train.

2. ln an elect-ric signaling apparatus for railways, a circuit-controlling switch movable to dill'orent positions toopcrate (listinftive. sig ials, and mechanism o'y'fcrable by separate cars or trains to incre sa-il switch to successive positions, said 7mechanism comprising a timing device to preveni said switch being actuated by successive eri' of a singe train.' I

3. ln an electric signaling -xpparatusjfor railways,a cir-cuit-r-:ontrolling switch movable to dillervm positions to opt rate distinctive signals, and mechanism operable by the first wheels of separate cars or trains to move said switch to successive positions, said mechanism comprising means to prevent said switch being actuated by successive wheels of a single car or train.

4. In an eiectricsignaling apparatus for railways, a circuit-controlling switch movable to different positions to operate distinctive si nals, and mechanism operable by the first w `eels of sepa-rate cars or trains to move said switch to successive positions, said mechanism comprising a timing device to prevent said switch being actuated by successive wheels of a single car or train.

5. In an electric signaling apparatus for railways, an oscillating circuit-controlling switch operating distinctive signals in its respective positions, a track device actuated by successive separate cars or trains to move said switch to its alternate positions, angl means in the connection between said switcfh and said track device to prevent the opera.v tion of said switch more than once by a single car or train. v'

6. In en electric signaling apparatus vfor railways, an oscillating circult-contrclling switch operating distinctive signals in iis rcspec-tive positions, a pivoted yoke, a kick-v spring connecting said yoke and the oscillating switch, a pull-rod having a sliding connection with said yoke, whereby the switch is moved to alternate positions by successive actuations of said pull-rod, and a track device connected to said pulbrod, the parts being so correlated that the switch is operated once onlyr by the passage of a car or train over lthe track device.

7. In an electric signaling apparatus for railways, an oscillating circniecontrolling switch operating distinctive signals in its respective positions, a pivoted yoke,4 a`kick spring connecting said yoke and the oscillating switch, a pull-rod having a sliding conlli IIO

8. In an electric signaling apparatus for railways, an oscillating circuit-controlling switch operating distinctive signals in its respec-tive positions, a pivotcd yoke, a kickspring connecting said yoke and the oscillatmg switch, a pull-rod having a slidingconn-cction with said yoke, whereby the switch m is moved to alternate positions by successive actuatioiis of said pull-rod, a spring to return the pull-rod to position to operate said yoke, a' dashpot connected t0 said rod to retard the action o1 said spring, and a track device to establish a signal at each station, and caractuated mechanism fr operating each of said switches, said mechanism comprising a timing device to prevent the corresponding switch being operated more than once by the passage of a single car or train, whereby a car or train entering at either end of the section between the stations will establish a signal at both stations and' upon leaving said section at either end will discontinue said signal.

' 10. In an electric signaling system for railways, a feed-wire, two line-wires connecting the stations, distinctive signals at each station controlled from the respective line-wires, a switch at each station, a return connection for each switch, connections between each switch, the feed-wire and the-respective linewires, whereby a signal is always maintained i at each station and upon the operation of either of said switches the signal is changed.

at each station, and car-actuated mechanism at each statiori'for operating the corresponding switch, said mechanism comprising a timing deviceto prevent the corresponding ,switch being operated more than once by the passage of a single car or train, whereby a car or train entering at either end of the section between the stations will establish a signal at,

both stations and upon leaving said section at either end -will discontinue said signal.

In testimony whereof I affix my signature in presence of two witnesses.

, CHARLES J. ONEILL.

Witnesses: I: ,J. E. HUTCHINSOK, Jr.,

" R. C. CnUr'r.' 

